Governor



Aug. 15, 1944. S. M. UDALE 2,356,017

GOVERNOR Filed March 25, 1944 z'sheets-sheet 1 NWRN.

INVENTOR.

Aug- 15, 1944- I s. M. UDALE 2,356,0174

f GOVERNOR Filed March 25, 1944 2 Sheets-Sheet 2 Patented Aug. 15, 1944 UNITED STATES PATENT oFEicE GOVERNOR Stanley Udale, Detroit, Mich., assignor to George M. Holley and Earl Holley Application March 25, 1944, SerialNo. 528,112

` s claims. (01.123-103 y there willfbe no suction in the mixture outlet I4 The object of this invention is to regulatethe speed of an internal combustion engine without using centrifugal means. l

Fig. 1 shows diagrammatically the elements of 'my invention.

Fig. 2 shows the pressure variations with throttle positions at the governed speed of the engine. Figure 3 shows an alternative.

In Fig. l, I is the air entrance, II a venturi therein. I2 is a throttle controlling the air liow to the engine through mixture outlet I4. I5 is a passage which is normally in communication with outlet I 4. However, when the throttle I3 is closed as shown, passage I5 communicates with the atmospheric side of throttle I3. Passage I1 cornmunicates with the throat of the venturi II through the restriction I6 and also with a diaphragm chamber I8 which'is bounded on the left by a, diaphragm I9 and on the right-by the housing 20 which contains a compression spring 2| which spring may be adjusted. Passage I5 communicates through the passage 22 with the chamber 23, the lower wall of which consists of a flexible diaphragm 24 which is llexed in the position shown by the spring 25 which seatsthe valve 26 and prevents communication between the passage 22 and the passage I'I. An accessible adjusting spring 21 is provided to oppose the spring 25, the spring 25 not being accessible.

Manually controlled lever 28 is connected through the 'link 29 which pushes Va rod V30'to the right when it is desired to close the throttle I3.' The rod 30 carries a shoulder 3-I which en'-V gages'with the right hand end of the vlink 29.' Rod 30 isl connected through alever'32'1tofthrottle `I3 so that throttle I3' maybe closedrnanually byfa clockwise 'movement of lever' 28 and is opened by the movement'of diaphragm I9 to the left and closed by the .movement of the diaphragml!! to the right. f

Fig. `2 shows the` method of Calibrating the variable needle 25. Vertical distance corresponds .to suction horizontal toth'r'ottle position. Points A, B, C andJD represent thevalue off the suction created by the'venturi I I at the selected criticallspeed (3,000 R.-P. M.) at which governing is desired. A', B', C' and D' represent the corresponding opposing pressure to be exerted by the spring 2l to balance the suction at the critical speed at these throttle positions. Now the spring 2| will follow a straight line corresponding to the line D', E, F and G. D will equal D so that at wide open throttle at 3,000 R. P. M. the spring will just balance the suction created in venturi II. Under such conditions and spring 25 will close valve 26. When the throttle moves to a three-fourths open position, there will be a smaller suctionV at 3,000 R. P. M. in the throat of the venturi II represented by the point C and there will be greater suction in outlet I4 than there is in venturi II. Onthe other hand, the spring 2l will be compressed and therefore it will require a greater suction thanthe corresponding 2D represented bythe rise` of the line DE to the point E to hold the throttle in equilibrium; Therefore,A the suction at the three-fourths position must be increased by the value indicated by C', E, E being the pressure exerted by the spring when the throttle isY threefourths open. ValveZI must, therefore, bedesigned so that suicient of the 'suction below throttle I3 is available to increase the suction in chamber I 8 above that of the suction in the venturi II admitted through the restriction IS and this increase must besuch that the total suction is now equal to spring pressure E. At one-half throttle the suction in the venturi II has fallen to point B and therefore much greater suction is required and therefore 26 must open to admit a greater portion of suction from below lthe throttle I3 to raise the suction from that corre-A sponding to point B represented by the incline B to F. However, the suction below 'the throttle I3 increases rapidly as the throttle approaches closed position so that enough suction is available to cause the suction in' I8 to follow DEFG. Therefore, there is suflicient suction available so that the desired suction can beobtained to regu-- latethe speed within closeliinits. InA making thenecessary calibration in a Utube 33 records the suction in I8 and the valve 2B isprevented from opening. A bypass needle valve34 yis opened until thedesired suctions arerread on gage 33. The, valve 26 is thenmachined so that atthe various throttle openings the valve 26 `opensup to the amount found desirable with` the needle 34 which is only used in Calibrating the valve -25 in, the experimental sample.vThe,valve .26, duplicates-the valve 34 which valve is adjusted by hand.

In Fig. 1, 33 indicates a manometer tube for calibrating this valve 34. The valve ,34 is adjusted by hand so that the reading on the manometer at each position of the throttle corresponds to the gures indicated in Fig. 2. The valve 26 is then adjusted to duplicate the opening at each suction found Vdesirable with Valve 34 which valve is then shut off.

strict the suction so that the valve 26, as it conf1 j Ytinues to rise, restricts the suction imposedinMVV passage I6 into chamber I8, the reason being-l that the suction may approach as high as Hg-l whereas the suction at wide open throttle will be in the order of 3" or 4 Hg and that the point E will be of the order of below 5" Hg, peint F be less than 6" Hg and point G being less than 'Ihff v v Hg so that the valve 2 6, when it moves, must first rapidly increase the suction in chamber I8 and as it continues to rise must prevent suction in I8 from becoming equal to 'suction in voutlet I4 because suction in outlet I4 will become far greater than the compression spring 2I can take care of.

Hence, the'valve 26 must be designedso that it first opens the passageway between 22 and I'I and then closes the same Vpassageway as the suction in the mixture outlet increases.

AltemdtizuzY construction In Fig. 3, I0 is theair entrance, Il is the venturi inwhich there is adischarge fuel nozzle 52, fuel being. supplied from 'float chamber 5I. The low speed fuel is supplied through the passage 53 and through the outlets 54 and 55 which outlets are adjacentv to the up-stream lip 4of throttle I 3. A second venturi 4Ilis located onthe engine side of the throttle I3.I The suction in the venturi 40 is applied from the passage 4I through the opening to the chamber IB, the left-hand Wall of which consists of a diaphragm I9. The

diaphragm Isis moved to the left by a compres;

sion spring 52|, mounted in the housing 20. A roller 48 'engages with a cam 49 controlled by lever'50 Vand thus radjusts the pressure'on the spring 2| A diaphragm 44 responds to the static suction below the throttle. The motion of the diaphragm 44 is opposed by a spring 43. A valve 42 is thus moved in response to engine suction'. The-chamber 46 to the left-hand side of the dia'- phragm I9 responds by means of the passage 41 to the static suction below the throttle modified by thevalve 42 which `at wide open-throttleneutralizesrsomegof the suctionin chamber I8, be'- cause the valve,.42 isthen open; After the throt.- tle I3 closes, the valve 42v also closes so that as the density is reduced,V densityof airowing throughventuri 40 is'reduced, the elfect ofA the flow becomesgreater because the valve 42 closes. At extreme` idle,'therefis practically no iiow at all, when this happens, the .Suction exceeds 18 0f mercury,

56 then opens, admitting'a little amosphericair Possiblygoing as high as' 20. VA valve '65 to the chamber 46 so that the throttle I3 is closed for idle, but opens when a load is applied to lower the suction below 18" of mercury.

The diaphragm I9 engages through a link 30 with a lever 35 which operates the throttle I3. The shoulder 3| is engaged by the manually operated link 29 which is moved by the lever 28.

What I claimris:

" 'LA' governor for an internal combustion engine, having an air passage, a venturi therein, a

Vthrottle valve located between the venturi and the engine, a chamber, a moving wall therein connected to said throttle, spring means engaging with said wall and adapted to open said throttle, a restricted passage connecting the chamber withthe said Venturi, a second passage connecting the j chamber with the air passage on the engine side of the throttle, a valve in said second passage, means including a second moving wall connected to said valve andl responsive to the suction on the engine side of the throttle and adapted to open said valve whenever-the throttle by closing creates a suction in the passage spring means adapted to oppose said movement, said valve being adapted as it continues to move in response to an increase in suction to restrict the second passage whereby the excessive suction eX- isting in the air passage at idle is only partially transmitted to the chamber.

2. A governor for an internal combustion engine comprising an air entrance, a venturi therein, a throttle valve adapted to control the ow of air through said venturi, engine speed controlling means for said throttle including a suction chamber a moving wall therein vconnected to said throttle, spring means engaging with said wall and adapted to open said throttle a passage connecting the throat of said venturi with said chamber, means responsive to the static suction in the air passage on the engine side of said throttle, said means being adapted to increase the force due to the air flow through said venturi, tendingto close the throttle as the throttle moves toward its closed postiion.

3. A governor for an internal combustion engine having an air entrance, a throttle valve on the atmospheric side ofsaid venturi, speed controlling means Comprising a suction chamber a moving wall therein engaging with said throttle, a spring engaging with said wall' so as to open said throttle, a passage connecting the throat of said venturi with said chamber so that the suction in the venturi opposes said spring, a second chamber on the other side of said moving Wall, a passage connecting said second chamber with theV static suction on the engine side of said throttle, a second passage connecting said second chamber with the throat of said venturi, a valve responsive tosaid static suction located in said second passage, said valve being adapted to increase the suction in said second chamber by opening said second passage when the static suction is reduced as the throttle opens. 

